Multi-shaft gear box for locomotive track wheel adhesion test
By combining a multi-axis gearbox and ultra-precision bearings, the problems of high cost and performance limitations in traditional solutions have been solved, achieving efficient power transmission for locomotive track wheel adhesion characteristic testing and meeting the requirements of extreme working conditions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-12
- Publication Date
- 2026-03-10
AI Technical Summary
The traditional drive motor + load motor counter-support scheme has problems such as high cost, high energy consumption, and limited speed and torque in the locomotive track wheel adhesion characteristic test, which makes it difficult to meet the actual application requirements.
It adopts a multi-axis gearbox structure, and realizes power transmission through the meshing connection between multiple gears and the cooperation of ultra-precision bearings, which meets the testing requirements under extreme working conditions, reduces costs and increases speed and torque.
This system fulfills the power transmission requirements for testing locomotive track wheel adhesion characteristics under extreme working conditions, overcoming the high cost and performance limitations of traditional solutions and improving the economy and efficiency of the testing system.
Smart Images
Figure CN223984775U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to gear box technical field, specifically, relate to a kind of multi-shaft gear box for locomotive track wheel adhesion test. BACKGROUND
[0002] In the locomotive track wheel adhesion characteristic test system under extreme working condition, the challenge is very significant, but because the traditional driving motor+loading motor pair of scheme has many shortcomings, first, in order to meet the test demand, high-power motor needs to be used, which not only increases cost, but also puts forward higher requirement to energy consumption, second, the highest speed and torque of track wheel pair for testing are relatively limited, cannot give full play to the potential of test system, in addition, the implementation cost of this scheme is high, and the economy is not high, it is difficult to meet the demand of practical application, therefore we propose a kind of multi-shaft gear box for locomotive track wheel adhesion test to solve the above problems. SUMMARY
[0003] The main purpose of the utility model is to provide a kind of multi-shaft gear box for locomotive track wheel adhesion test, solve the problem that the traditional driving motor+loading motor pair of scheme has many shortcomings, first, in order to meet the test demand, high-power motor needs to be used, which not only increases cost, but also puts forward higher requirement to energy consumption, second, the highest speed and torque of track wheel pair for testing are relatively limited, cannot give full play to the potential of test system, in addition, the implementation cost of this scheme is high, and the economy is not high, it is difficult to meet the demand of practical application.
[0004] To achieve the above purpose, the technical scheme adopted by the utility model is as follows:
[0005] A kind of multi-shaft gear box for locomotive track wheel adhesion test, including box, the inside front end of the box is movably penetrated and is installed with a number of rotating shafts, the inside of the box and close to the one end of a number of rotating shafts is movably installed with a number of transmission shafts, a number of rotating shafts and a number of transmission shafts are engagedly connected, the inside of the box and close to the one end of a number of transmission shafts is movably penetrated and is installed with second rotating shaft, second rotating shaft and a number of transmission shafts are engagedly connected, the inside rear end of the box is movably installed with a plurality of second transmission shafts, and a plurality of second transmission shafts are engagedly connected, the second transmission shaft between front end and second rotating shaft is engagedly connected, the inside rear end of the box and close to the one side of a plurality of second transmission shafts is movably penetrated and is installed with third rotating shaft, third rotating shaft and a plurality of second transmission shafts are engagedly connected, third rotating shaft and second rotating shaft are located between the same vertical plane.
[0006] As preferred, the upper and lower ends of the first rotating shaft are respectively sleeved with a first bearing seat, the first bearing seat is respectively installed in the inside of the box through bolts, and the outside of the rod body of the first rotating shaft in the inside of the box is installed with a first gear.
[0007] As preferred, the upper and lower ends of the first rotating shaft are respectively sleeved with a first bearing seat, the first bearing seat is respectively installed in the inside of the box through bolts, and the outside of the rod body of the first rotating shaft in the inside of the box is installed with a first gear.
[0008] As preferred, the upper and lower ends of the first rotating shaft are respectively sleeved with a first bearing seat, the first bearing seat is respectively installed in the inside of the box through bolts, and the outside of the rod body of the first rotating shaft in the inside of the box is installed with a first gear.
[0009] As preferred, the upper and lower ends of the first rotating shaft are respectively sleeved with a first bearing seat, the first bearing seat is respectively installed in the inside of the box through bolts, and the outside of the rod body of the first rotating shaft in the inside of the box is installed with a first gear.
[0010] As preferred, the upper and lower ends of the first rotating shaft are respectively sleeved with a first bearing seat, the first bearing seat is respectively installed in the inside of the box through bolts, and the outside of the rod body of the first rotating shaft in the inside of the box is installed with a first gear.
[0011] As preferred, the lower end of the box is installed with a temporary storage pipe, the side of the box close to the temporary storage pipe is installed with a connecting pipe, the connecting pipe and the temporary storage pipe are throughly connected, the lower surface of the box is installed with a plurality of guide pipes, and one end of the guide pipe is throughly installed in the inside of the temporary storage pipe.
[0012] Compared with the prior art, the utility model has the advantages of:
[0013] (1) the utility model discloses through the cooperation between a plurality of gears, the requirement of power transmission in the locomotive track wheel adhesion characteristic test platform under extreme working conditions is satisfied, the shortcomings of the motor power being big, the test rotating speed and the torque being limited and the cost being higher in the traditional supporting scheme are overcome, and the utility model is more convenient to use. BRIEF DESCRIPTION OF DRAWINGS
[0014] Figure 1 It is a bottom structure schematic view of the utility model discloses a kind of multi-shaft gear box for locomotive track wheel adhesion test.
[0015] Figure 2 The utility model relates to a kind of multi-shaft gearboxes for locomotive track wheel adhesion test Figure 1 Sectional structure schematic view at A-A.
[0016] In the figure: 1, box body;2, first rotating shaft;3, first bearing seat;4, first gear;5, first transmission shaft;6, second gear;7, second bearing seat;8, second rotating shaft;9, third gear;10, fourth gear;11, second transmission shaft;12, third bearing seat;13, fifth gear;14, fourth bearing seat;15, third rotating shaft;16, sixth gear;17, fifth bearing seat;18, connecting pipe;19, temporary storage pipe;20, guide pipe. DETAILED DESCRIPTION
[0017] The technical scheme in the embodiments of the utility model will be described below in a clear and complete manner in conjunction with the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of the utility model.
[0018] As Figures 1 to 2 shown, the utility model discloses a kind of multi-shaft gearboxes for locomotive track wheel adhesion test, including box body 1, first rotating shaft 2 is installed in the inside front end of box body 1 and is movable, first transmission shaft 5 is movably installed in the inside of box body 1 and close to one end of first rotating shaft 2, first rotating shaft 2 is meshed with first transmission shaft 5, second rotating shaft 8 is movably installed in the inside of box body 1 and close to one end of first transmission shaft 5, second rotating shaft 8 is meshed with first transmission shaft 5, a plurality of second transmission shaft 11 are movably installed in the inside rear end of box body 1, and second transmission shaft 11 is meshed between, second transmission shaft 11 between front end and second rotating shaft 8 is meshed, third rotating shaft 15 is movably installed in the inside rear end of box body 1 and close to one side of second transmission shaft 11, third rotating shaft 15 is meshed with second transmission shaft 11, and third rotating shaft 15 and second rotating shaft 8 are arranged between the same vertical plane.
[0019] As Figure 1 and Figure 2As shown, in another embodiment of this utility model, a first bearing seat 3 is respectively fitted onto the upper and lower ends of the first rotating shaft 2 inside the housing 1. The first bearing seat 3 is respectively installed inside the housing 1 by bolts. A first gear 4 is installed on the outer side of the shaft of the first rotating shaft 2 inside the housing 1. A second bearing seat 7 is respectively fitted onto the upper and lower ends of the first transmission shaft 5. The second bearing seat 7 is respectively installed on the upper and lower ends of the housing 1 by bolts. A second gear 6 is respectively installed on the upper and lower ends of the shaft of the first transmission shaft 5. The second gear 6 at the lower end meshes with the first gear 4. A third bearing seat 12 is respectively fitted onto the outer side of the shaft of the second rotating shaft 8 inside the housing 1. The third bearing seat 12 is respectively installed inside the housing 1 by bolts. A third gear 9 and a fourth gear 10 are respectively installed on the upper and lower ends of the shaft of the second rotating shaft 8 inside the housing 1. The third gear 9 meshes with the second gear 6 at the upper end. The first drive shaft 11 has No. 4 bearing seats 14 installed at its upper and lower ends respectively. The No. 4 bearing seats 14 are installed inside the housing 1 at its upper and lower ends respectively by bolts. The second drive shaft 11 has No. 5 gear 13 installed in the middle of its shaft. The No. 5 gear 13 at the front end is meshed with the No. 4 gear 10. The third rotating shaft 15 has No. 5 bearing seats 17 installed at its upper and lower ends inside the housing 1 respectively. The No. 5 bearing seats 17 are installed inside the housing 1 by bolts. The third rotating shaft 15 has No. 6 gear 16 installed on the outside of its shaft inside the housing 1. The No. 6 gear 16 is meshed with the No. 5 gear 13 at the rear. A temporary storage tube 19 is installed at one end of the lower side of the housing 1. A connecting tube 18 is installed on the side of the housing 1 near the temporary storage tube 19. The connecting tube 18 is connected to the temporary storage tube 19. Several guide tubes 20 are installed through the lower surface of the housing 1. One end of each guide tube 20 is installed inside the temporary storage tube 19.
[0020] In multi-rotor operation: The user disconnects the upper end of the third rotating shaft 15, and then the motor drives the first rotating shaft 2 to rotate. The first rotating shaft 2 then drives the first transmission shaft 5 to rotate through the first gear 4 and the second gear 6. The first transmission shaft 5 then drives the second rotating shaft 8 to rotate through the second gear 6 and the third gear 9. The upper end of the second rotating shaft 8 can then output to the test track wheel with a speed ratio of 3.85:1.
[0021] In a closed working condition: the motor is connected to the lower end of the second rotating shaft 8, so that the motor can directly drive the second rotating shaft 8 to rotate. Then the second rotating shaft 8 can output to the test track wheel through the upper end. Then, the sixth gear 16 is controlled to start rotating through the fourth gear 10 and the fifth gear 13. Then the sixth gear 16 can drive the third rotating shaft 15 to rotate with a speed ratio of 1:1.43. Then the third rotating shaft 15 outputs to the drive track wheel after speed adjustment through the differential planetary gearbox.
[0022] Then, under closed working conditions, gears 4 (1), 6 (2), 9 (3), 10 (4), 13 (5), and 16 (6) will always be meshed. The maximum speed of shaft 2 (1) reaches 5577 revolutions per minute. Since ordinary bearings cannot meet such high speeds under high loads, we use ultra-precision bearings, typically found only on machine tools, paired together to form bearing housings 3 (1), 7 (2), 12 (3), 14 (4), and 16 (5). Bearing housing 17 replaces ordinary bearings to support shaft 2, drive shaft 5, shaft 8, drive shaft 11, and shaft 15, while also meeting their rotational speed requirements. Then, each bearing housing 3, 7, 12, 14, and 17 is pre-tensioned at both ends with springs, so that the maximum rotational speed of bearing housing 3, 7, 12, 14, and 17 can reach the maximum rotational speed of each shaft and drive shaft.
[0023] When the working condition requires that the No. 2 shaft 8 and the No. 3 shaft 15 be in the same vertical plane, the height difference must be exactly the center distance of the track wheel installation and the rotation direction must be opposite. For this reason, the transmission system is specially designed as a four-wheel idler wheel system, which meets the requirements of speed ratio, height difference and rotation direction while minimizing the weight of the gears.
[0024] Since housing 1 has many shafts and a large spatial arrangement, with a large height and width, several installation interfaces are provided at the upper end of housing 1 to facilitate the later support work of housing 1 and improve the overall stability.
[0025] The working principle of a multi-axis gearbox used for locomotive track wheel adhesion testing:
[0026] In use, firstly, under multi-load conditions: the user disconnects the upper end of the third rotating shaft 15, and then the motor drives the first rotating shaft 2 to rotate. Then the first rotating shaft 2 drives the first transmission shaft 5 to rotate through the first gear 4 and the second gear 6. Then the first transmission shaft 5 drives the second rotating shaft 8 to rotate through the second gear 6 and the third gear 9. Then the upper end of the second rotating shaft 8 can output to the test track wheel with a speed ratio of 3.85:1.
[0027] In a closed working condition: The motor is connected to the lower end of the second rotating shaft 8, so that the motor can directly drive the second rotating shaft 8 to rotate. Then the second rotating shaft 8 can output to the test track wheel through the upper end. Then, the sixth gear 16 is controlled to start rotating through the fourth gear 10 and the fifth gear 13. Then the sixth gear 16 can drive the third rotating shaft 15 to rotate with a speed ratio of 1:1.43. Then the third rotating shaft 15 outputs to the drive track wheel after speed adjustment through the differential planetary gearbox.
[0028] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating this utility model, and are not intended to limit the implementation of this utility model. For those skilled in the art, other variations or modifications can be made based on the above description. It is impossible to exhaustively list all the implementation methods here. Any obvious variations or modifications derived from the technical solutions of this utility model are still within the protection scope of this utility model.
Claims
1. A multi-axle gear box for locomotive track wheel adhesion testing comprising a housing (1) characterised in that: The inside front end of the box (1) is movably installed with a first rotating shaft (2), the inside of the box (1) and close to one end of the first rotating shaft (2) is movably installed with a first transmission shaft (5), the first rotating shaft (2) and the first transmission shaft (5) are engagedly connected, the inside of the box (1) and close to one end of the first transmission shaft (5) is movably installed with a second rotating shaft (8), the second rotating shaft (8) and the first transmission shaft (5) are engagedly connected, the inside rear end of the box (1) is movably installed with a plurality of second transmission shafts (11), the second transmission shafts (11) are engagedly connected, the second transmission shaft (11) at the front end and the second rotating shaft (8) are engagedly connected, the inside rear end of the box (1) and close to one side of the second transmission shaft (11) is movably installed with a third rotating shaft (15), the third rotating shaft (15) and the second transmission shaft (11) are engagedly connected, the third rotating shaft (15) and the second rotating shaft (8) are arranged in the same vertical plane.
2. A multi-axle gear box for adhesion test of locomotive track wheels as claimed in claim 1 wherein: The upper and lower ends of the first rotating shaft (2) in the box (1) are respectively sleeved with a first bearing seat (3), the first bearing seat (3) is respectively installed in the inside of the box (1) through bolts, and a first gear (4) is installed on the outer side of the rod body of the first rotating shaft (2) in the box (1).
3. A multi-axle gear box for adhesion test of locomotive track wheels as claimed in claim 1 wherein: The upper and lower ends of the first transmission shaft (5) are respectively sleeved with a second bearing seat (7), the second bearing seat (7) is respectively installed at the upper and lower ends of the inside of the box (1) through bolts, and a second gear (6) is respectively installed on the upper and lower ends of the rod body of the first transmission shaft (5), the second gear (6) at the lower end and the first gear (4) are engagedly connected.
4. A multi-axle gear box for adhesion test of locomotive track wheels as claimed in claim 1 wherein: The outer sides of the upper and lower ends of the second rotating shaft (8) in the box (1) are respectively sleeved with a third bearing seat (12), the third bearing seat (12) is respectively installed in the inside of the box (1) through bolts, and a third gear (9) and a fourth gear (10) are respectively installed on the upper and lower ends of the rod body of the second rotating shaft (8) in the box (1), the third gear (9) and the second gear (6) at the upper end are engagedly connected.
5. A multi-axle gear box for adhesion test of locomotive track wheels as claimed in claim 1 wherein: The upper and lower ends of the second transmission shaft (11) are respectively sleeved with a fourth bearing seat (14), the fourth bearing seat (14) is respectively installed at the upper and lower ends of the inside of the box (1) through bolts, and a fifth gear (13) is respectively installed on the rod body of the second transmission shaft (11), the fifth gear (13) at the front end and the fourth gear (10) are engagedly connected.
6. A multi-axle gear box for adhesion test of locomotive track wheels as claimed in claim 1 wherein: The upper and lower ends of the third rotating shaft (15) in the box (1) are respectively sleeved with a fifth bearing seat (17), the fifth bearing seat (17) is respectively installed in the inside of the box (1) through bolts, and a sixth gear (16) is installed on the outer side of the rod body of the third rotating shaft (15) in the box (1), the sixth gear (16) and the fifth gear (13) at the rear side are engagedly connected.
7. A multi-axle gear box for adhesion test of locomotive track wheels as claimed in claim 1 wherein: One end of the lower side of the box (1) is provided with a temporary storage pipe (19), the side of the box (1) close to the temporary storage pipe (19) is provided with a connecting pipe (18), and the connecting pipe (18) is connected with the temporary storage pipe (19), the lower surface of the box (1) is provided with a plurality of guide pipes (20), and one end of the guide pipe (20) is respectively installed in the inside of the temporary storage pipe (19).